Internal-combustion engine



March 14, 1950 H. J. HlcKEY INTERNAL-COMBUSTION ENGINE Filed Nov. 10,1945 7W www@ YZ/m5 March 14, 1950 H. J. HlcKEY 2,500,823

INTERNAL-coMBUsTIoN ENGINE Filed Nov. 10, 1945 3 Sheets-Sheet 2INVENTOR. Hs/ve/ J.' A//c/(EY March 14, 1950 Filed Nov. 10, 1945 H. J.HICKEY INTERNAL-COMBUSTION ENGINE 3 Sheets-Sheet 3 4 7' mene ys PatentedMar. 14, 1950 UNITED STATES PATENT OFFICE mTERNAL-coMBUs'rxoN ENGINEHenri J. Hickey, cleveland, ohio Application November 10, 1945, serialNo. 627,814

Claims.

This invention relates to internal combustion engines and, as one of itsobjects, aims to provide an improved engine having a fuel injectionmeans and embodying means by which the compression ratio and the fuelinjection period can be varied while the engine is in operation.

Another object of the present invention is to provide an improvedconstruction for a combus.

tion engine having a fuel injection means and wherein novel meansisgemployed for varying the injection period relative to the enginecycle.

A further object of this invention is to provide an improved internalcombustion engine of the character mentioned, having meansforsubstantially simultaneously varying the compression ratio and changingthe fuel injection period relative to the engine cycle.

Still another object of the invention is to provide an improvedcombustion engine of the character referred to, in which the means forvarying the compression ratio and the fuel injection period involves arelatively small number of parts and acts to accomplish the desiredresult in a simple and direct manner.

A further object of this invention is to provide an internal combustionengine of the type having a power piston operably connected with itscrankshaft through a rockable lever and wherein the rockable lever issupported by bearing means embodying resilient rubber-like materialcapable of absorbing shocks and vibrations.

The invention can be further briefly summarized as consisting in certainnovel combinations and arrangements of parts hereinafter described andparticularly set out in the appended claims.

The invention herein disclosed is an improvement over` the enginedisclosed in my earlier Patent No. 2,316,790 granted April' 2o, 1943 andover copending application Serial No. 542,941 led June 30, 1944, nowPatent No. 2,398,640 granted April 16, 1946.

In the accompanying sheets of drawings,

Fig. 1 is a partial transverse sectional view taken through the enginetransversely of the crankshaft and substantially as indicated by line I-I of Fig. 2.

Fig. 2 is an elevational view looking toward the open end of one of thecylinders and also showing certain portions of the engine incross-section.

Fig. 3 is a transverse sectional view taken at a point adjacent one endof the engine and approximately as indicated by line 3-3 of Fig. 2,

and

Fig. 4 is a sectional detail view on a larger 2 scale taken transverselythrough the bearing means of one of the rocking levers.

In the embodiment of the invention herein disclosed the accompanyingdrawings show an internal combustion engine I0 having a block or housingIl containing one or more open-ended cylinders I2 and a crankcase inwhich a rotatable crankshaft I3 is located. The present invention isapplicable to either a single cylinder engine or a multiple cylinderengine but since the principle is the same for both, the invention ishereinafter described by referring to a single cylinder. The crankshaftI3 is rotatable about an axis which extends transversely to the axis ofthe cylinder I2 and is offset from such cylinder axis. The engine I0 isalso provided with a pair of opposed power pistons I5 and I6 which arereciprocable in the cylinder I2 and are operably connected with thecrankshaft I3 by mechanism which will be presently described.

The cylinder I2 can be formed directly in the housing II, or preferablyas here shown, comprises a sleeve or barrel I2a suitably mounted in thehousing. The intermediate portion of the cylinder I2 contains acombustion space or chamber I1 which is located between the inner endsof the pistons I5 and I6 and is of a variable size or volume dependingupon the relative positions of the pistons in the cylinder. Gasoline orother suitable liquid fuel can be supplied to the combustion chamber I1by a suitable fuel injection nozzle I9. The combustible mixture can beignited in the combustion chamber by a suitable igniter such as thespark plug 20 or by compression ignition. At points spaced outwardly ofthe injection nozzle I9 the cylinder I2 is provided with air intakeports 2| and exhaust port or ports 22. These intake and exhaust portsare controlled by being intermittently covered and uncovered by thepistons I5 and I6.

The crankshaft I3 is provided with a pair of cranks 24 and 25 for thecylinder I 2 and a similar pair of cranks for each of the othercylinders. The pistons I5 and I6 are connected respectively with thecranks 24 andl 25 by similar linkages, each of which includes anoscillating or rockable lever 21 and upper and lower connecting rods 28and 29 which have their outer ends pivotally connected to the oppositeends of the oscillating lever. Since the linkages for the pistons I5 andI6 are substantially the same, reference need be made to only one ofthese linkages, namely, the linkage 'the wrist pin sa. The

pivotal connection of its outer end with the upper end of theoscillating lever 21 is made by means of the pivot pin 3|. The inner endof the lower connecting rod 2l is connected with the crank 24 by meansof a conventional forked end 23a and bearing cap 32. The pivotalconnection between the outer end of the lower connecting rod 23 and thelowerend of the oscillating lever 21 is made by means of a pivot pin 33.

The oscillating lever 21 is rockably mounted on a fulcrum 35 which islocated adjacent the outer end of the cylinder I2 so that the axis ofoscillation for the lever 21 extends substantially parallel to the axisof rotation of the crankshaft I3 and is located between coextendingplanes containing the axis ofthe cylinder and the axis of thecrankshaft. The fulcrum 35 is here shown as being an eccentric which iscarried by and connected with a fulcrum shaft 36. The fulcrum shaft `3|extends transversely to the axes of the cylinders and is of a length toserve the oscillating levers for the same end of all the cylinders. n

To provide for varying the compressionratio of the engine so as toobtain an operating` condition which will be best suited to aparticular` as seen in Fig. l, the compression ratio will bel increasedandthe piston I5 will then be movableduring its inward or compressionstroke tothe extreme inward position in whichj it is shown in full linesin Fig. 1. When the fulcrum shaft 36 is rocked or rotated in acounter-clockwise direction for decreasing the compression ratio, theinward stroke of the piston I5 will extend'to a point such as thatrepresented by the broken line position 31, or any intermediate point.The means for rocking or rotating the fulcrum shaft 36 includes anactuating lever 38 which is suitably connected with one end thereof.This adjustment may be effected or controlled by any appropriatehydraulic, thermostatic or manual means.

It will be understood, of course, that the oscillating lever 21 adjacentthe opposite end ofthe cylinder I2 will likewise be mounted on a fulcrumand that, if desired, such fulcrum can be adjustable by means of asimilar fulcrum shaft 36 for varying the compression stroke of thepiston I6. If suillcient variation in the com pression ratio can beeffected by adjusting' the fulcrum for only one of the'pistons, then thefulcrum adjusting means can be omittedat the other end of the cylinder.

It will also be understood from the engine structure above described,that during the cycle of operation the pistons I5 and I3 will transmittorque to the crankshaft I3 through the oscillating levers 21 during theoutward or power stroke of the pistons. When the outward travel of thepistons results in the exhaust and air intake ports 22 and 2Ibeinguncovered, the products of combustion will be exhausted into the exhaustmanifold 38 and a fresh supply of combustion air will be -dischargedinto the cylinder from the manifold 40 through the ports 2l. Thisincoming air will scavenge the cylinder and assist in the' expulsion` ofthe .combustion 4 gases through the exhaust port 22. During the inwardorlcompression stroke of the pistons I5 and I3 the fresh air will becompressed 'in the combustion space I1 andwhen an appropriate degree ofcompression has occurred, the liquid fuel will be injected into andmixed with the compressed air by the injection nozzle I3. 'Ihecompressed fuel mixture will then be ignited by the spark plug 20 or bycompression ignition to produce the power stroke of the pistons. Thefuel could, of course. be injected into the fresh air intake manifold orpassage instead of directly into the combustion chamber.

The fuel delivered into the cylinders by the injection nozzles I3 issupplied to thesenozzles under pressure by appropriate fuel injectionpumps 42 which are connected with the respective nomles by the conduits43.- The injection pumps 42 may be of any desirable construction`- andmay embody a reciprocating plunger 44 which is adapted to be actuated bya rotatable camshaft 45. The liquid fuel can be supplied to the injectorpumps 42 by conduits 43 leading thereto from a suitable source of fuelsupply such as a tank or a conventional main fuel pump. The

camshaft 45 is rotatably mounted in suitable bearings 41 provided in theengine housing I I and has cams 48 thereon of an appropriate shape orcontour which cooperate with the plungers 44 of the respective fuelpumps42. The outer ends of the plungers 44 are preferably provided withrollers 43 which engage the cams 48.

One of the features of the improved engine I0 is the provision of meansby which the fuel injection time or period can be varied relative to theengine cycle. For this purpose the camshaft is axially shiftable in thebearings 41 and the cams 43 are made of a length such that they willremain in cooperating engagement with the plungers 44 for the differentpositions to which the camshaft is shifted. The camshaft is driven fromthe crankshaft I3 by cooperating helical gears 50 and 5I which areconnected with these shafts.

The camshaft 45 can be shifted axially thereof by any suitable meanssuch as the pivoted lever 52 and the yoke 53 which is connected'withthelever and attached to one end of the' camshaft by the anti-frictionbearing 54. When the fuel injection period is to be advanced relative tothe engine cycle the lever 52 is shifted from its full line position ofFig. 3 towards the broken line position 55. This movement of the levershifts the camshaft 45 toward the left as seen in Fig. 3, and thecorresponding movement of the gear 5I relative to the gear 53 causesangular or rotative movement to be imparted to the camshaft whichchanges the angular position of l -stroke of the pump plungers 44thereby causing the fuel to be injected into the combustion space I1 atan earlier point relative to the engine cycle. 'I'he movement of thelever 52 in the opposite direction will cause a correspondingretardation of the fuel injection period relative to the engine cycle.

Another feature of the improved engine is the provision of means bywhich the above described variation in the'fuel injection .period isaccomplished substantially simultaneously with the -variation in thecompression ratio of the engine.

, crease the compression ratio.

.can be varied fuel injection means is connected with the lever 33 ofthe fulcrum shaft 36, as by means of the link 56. When the fueladjusting lever 52 is shifted toward the left to advance the fuelinjection period, as explained above, the ratio adjusting lever 38 willsimultaneously be shifted in a direction to decrease the compressionratioof the` engine. Conversely, when the lever 52 is shifted in adirection to retard the fuel injection, the lever 38 will be shifted ina direction to in- If conditions are such as to make it desirable to doso, the levers 52 and 38 can be connected so that an adjustment forretarding the fuel injection will be accompanied by a decrease in thecompression ratio.

Another important feature of the improved engine l0 is the provision ofmeans in the mountings for the oscillating levers 21 for absorbingshocks and vibrations, such as are transmitted to these levers as theresult of the explosions occurring in the combustion space I1 or fromother causes. This shock absorbing feature consists in the use of novelbearing means 51 between the oscillating lever 21 and its fulcrum 35.The bearing 51 comprises a pair of coaxial inner and outer metal sleevesor races 51a4 and 51h and an intervening resilient sleeve or bushing 51eformed of a rubber-like material capable of withstanding the operatingtemperatures of the engine, such as a synthetic rubber. The resilientsleeve 51e is confined or retained between the metal sleeves or races51a and 51D and if desired can be bonded thereto. The sleeves 51a and51h form the bearing surfaces which permit rocking or oscillation of thelever 21 on the fulcrum 35 while the resilient bushing 51e serves toabsorb and dampen various shocks and vibrations to which the lever issubject during the operation of the engine. It will be understoodthatthe vibration absorbing bearing means 51 can be used at both ends ofthe cylinder I2 regardless of whether or not the fulcrums at both endsof the cylinder are adjustable for varying the compression ratio.

From the foregoing description and the accompanying drawings, it willnow be readily understood that the present invention provides animproved internal combustion engine in which the compression ratio andthe fuel injection period substantially simultaneously. Moreover, itwill be seen that the invention provides simple and efficient means bywhich the fuel injection period of an internal combustion engine can bevaried relative to the engine cycle. It will now also be understood thatthe present invention provides a shock absorbingr mounting for theoscillating lever of an internal combustion engine of the type in whichthe power piston is connected with the crankshaft through such anoscillating lever. v

Although the improved engine has been illustrated and described hereinin considerable detail, it will be understood, of course, that theinvention is not to be regarded as correspondingly limited but includesall changes and modifications coming within the scope of the appendedclaims.

Having thus described my invention, I claim:

1. In an internal combustion engine, a cylinder, a crankshaft, a powerpiston reciprocable in said cylinder, linkage connecting said powerpiston with said crankshaft, means cooperating with said linkage andbeing adjustable for varying the compression ratio of the engine, fuelinjection means adapted to supply liquid fuel to the engine including afuel l `injection pump', means operably connecting said pump with saidengine to be driven therefrom and being adjustable for varying-the fuelinjection period relative to the engine cycle, and.means\for effectingsaid adjustment of the compression ratio and the fuel injection periodsubstantially simultaneously.

2. In an internal combustion engine, a cylinder having an open end and'a combustion space inwardly of said open end, a crankshaft rotatableabout an axis extending transversely to the axis of the cylinder andoffset therefrom, a power piston reciprocable in said cylinder, afulcrum adjacent said open end, means connecting said power piston withsaid crankshaft including a lever adapted to oscillate on said fulcrum,said fulcrum being adjustable so as to vary the compression ratio of theengine, fuel injection means adapted to supply liquid fuel to the engineincluding a fuel injection pump, means driven from said crankshaft foroperating said pump and being adjustable so as to vary the fuelinjection period relative to the engine cycle, and means for effectingsuch adjustment of said fulcrum and said pump operating meanssubstantially simultaneously.

3. In an internal combustion engine, a cylinder having an open end andacombustion space inwardly of said open end, a crankshaft rotatableabout an axis extending transverselv to the axis of the cylinder andoffset therefrom, a power piston reciprocable in said cylinder, afulcrum shaft adjacent said open end and extending transversely to theaxis of the cylinder, an eccentric connected with said fulcrum shaft andproviding a fulcrum, means connecting said power piston .with saidcrankshaft including` a le'ver adapted to oscillate on said fulcrum,said fulcrum shaft being rcckable for changing the 4position of saidfulcrum so as to vary the compression ratio ci the engine, fuelinjection means adapted to supply liquid fuel to the engine andincluding a, fuel injection pump, means driven from said crankshaft foroperating said pump and being adjustable so as to vary the fuelinjection period relative to the engine cycle, and means operable tosubstantially simultaneously shift said fulcrum shaft and adjust thepump operating means.

4. In an internal combustion engine, a cylinder, a crankshaft, a powerpiston reciprocable in said cylinder, linkage connecting said powerpiston with said crankshaft, means cooperating with said linkage andbeing adjustable for` varying the compression ratio of the enginefuelinjection means adapted to supply liquid fue. to the engine including afuel injection pump, a rotatable` cam'- shaft for operating said pump,cooperating helical gears connecting said camshaft with said crankshaft,said camshaft being shiftable axially thereof for causing its angularposition to be changed by said helical gears so as to vary the fuelinjection period relative to the engine cycle, and means for effectingsuch adjustment of the compression ratio' and such axial shifting of thecamshaft substantially simultaneously.

5. In an internal combustion eng'ne of the character described, acylinder having 'open end-s and a combustion space in an intermediateportion thereof, a crankshaft rotatable about an axis extendingtransversely to the axis of the cylinder and offset therefrom, a pair ofopposed power pistons reciprocable in said cylinder, means operablyconnecting said pistons with said crankshaft and embodying means whichis adjustable for varying the compression ratio of the engineI fuelinjection means adapted to supply liquid fuel to said combustion spaceand including a fuel injection pump. a rotatable camshaft for operatingsaid pump. cooperating helical gears connecting said camshaft with saidcrankshaft, said camshaft being shiftable axially thereof for causingits angular position to be changed by said helical gears so as to varythe fuel injection period relative to the engine cycle, and means foreffecting such adjustment of the compression ratio and suchvaxialshifting of the camshaft substantially power piston with said crankshaftincluding alever adapted to oscillate on said fulcrum, said fulcrumbeing adjustable so as to vary the compression ratio of the engine. fuelinjection means adapted to supply liquid fuel to the engine including afuel injection pump, a rotatable camshaft for operating said pump,cooperating helical gears connecting said camshaft with said crankshaft,said camshaft being shiftable axially thereof for causing its angularposition to be changed by said helical gears so as to vary the fuelinjection period relative to the engine cycle, and means for effectingsuch adjustment of said fulcrum and such axial shifting of the camshaftsubstantially simultaneously.

7. In an internal combustion engine, a cylinder having open ends and acombustion space in v an intermediate portion thereof, a crankshaftrotatable about an axis extending transversely to the axis oi'thecylinder and offset therefrom, a pair of opposed power pistonsreciprocable in said cylinder, fulcrums located adjacent said open ends,means connecting said power pistons with said crankshaft includinglevers adapted to operating helical gears connecting said camshaft withsaid crankshaft, said camshaft being shift- .able axially thereof forcausing its angular pcsition to be changed by said helical gears so asto vary the fuel injection period relative to the engine cycle, andmeans operable to cause substantially simultaneous rocking of saidfulcrum shaft and axial shifting of said camshaft.

8. In lan internal combustion engine, a crankcase, a/cylinder having anopen end communicating with said crankcase and a combustion spaceinwardly of said open end, a crankshaft in said crankcase and tatableabout an axis extending transversely tothe axis of the cylinder andoffset therefrom, a Apower piston reciprocable in said cylinder, afulcrum adjacent said open end, means connecting said power piston withsaid crankshaft including a. lever in crankcase and adapted to oscillateabout said f crum, and.

bearing means in said crankcase and interposed between said lever andfulcrum and embodying lresilient vibration absorbing material.

9. In an internal combustion engine, a crankcase, a cylinder having anopen end communicating with said crankcase and acombustion spaceinwardly of said open end, a crankshaft and adapted to oscillate aboutsaid fulcrum, said fulcrum shaft being rockable for changing therelative angular position of said fulcrum so as to vary the compressionratio of the engine, and bearing means in said crankcase and interposedbetween said lever and fulcrum and 'embodyinga resilient bushing ofrubber-like material.

10. In an internal combustion engine, a crankcase, a cylinder havingopenends communicating with said crankcase and a combustion space .in anintermediate portion of the cylinder, a

crankshaft in'said crankcase and rotatable about an axis extendingtransversely tothe axis of the cylinder and onset therefrom, a pair ofopposed power pistons reciprocable in said cylinder, fulcrums locatedadjacent said open ends, means n connecting said power pistons with saidcrankshaft including levers in said crankcase and adapted to oscillateabout said fulcrums, a fulcrum shaft connected with one of said fulcrumsand being rockable for altering the relative angular position of saidone fulcrum so as to vary the compression ratio of the engine, andbearings in said crankcase and disposed between said fulcims and theiroscillatable levers and embodying resilient bushingsv of rubber-likematerial.

HENRI J. HICKEY.

REFERENCES CITED The. following references are of record in the le ofthis patent:

UNITED STATES PATENTS Number Name v Date 1,005,118 Rabsilber Oct. 3,1911 1,174,801 Babcock .Mar'. 7, 1916 1,357,911 Nov. 2, 1920 1,463,474Lazier July 31, 1923 1,827,938 Ericson Oct. 20, 1931 1,931,691 Goldberg`Oct. 24, 1933 2,092,232 Walton Sept. 7, 1937 v2,295,139 Topanelian Sept.8, 1942 2,305,310 Y Hellweg Dec. 1,5, 1942 FOREIGN PATENTS Number vCountry g Date 278,339 Great Britain of 1928 Germany 0f 1934

